[Gerald]

Les,

I have my fan out at the moment, when I put it back, I’ll try that trick, but not sure I understand the logic.

For what it’s worth, I couldn’t get the fan blade out without removing the fan assembly even with the carriage laid all the way over and air bag removed.

[Gerald]

Just spoke to the engineer at Royale Phoenix is Elkhart. Nice to know that two of the engineers that worked for Royale when Monaco owned them started their own company to service Royale owners and the best part is they are only 5 hours from my home. Holland Motorhome and Bus company also works on Prevost conversions all the time so the guys I’ve relied on the last 3 years can also help if and when I need it. Now we are just sitting back and waiting for Brandon to get her done and set up delivery in Nashville.

[Gerald]

Clifford,

I’m assuming Detroit will not honor the engine warranty, or if they do it will only be for a short period of time. I heard but cannot verify they are limiting it to 5 years.

From my perspective the coaches are worth what any 2008 or 2009 might be worth with a small adjustment for mileage. If you were to pay anywhere near a new price and wanted to sell in a relatively short period of time you would seen instant depreciation of 5 years. There is no way to erase that cost unless the seller eats it.

[Gerald]

I was just at a campground this weekend. I have 2 Cruise Airs and one House type central unit. Being that my coach runs everything through the inverters, I cannot run the front CA and the Central unit being that both go through inverter #1. I can run the rear CA on inverter #2 and the Central unit together being that they are on different inverters.

My breaker on the pole kept getting hot and tripping 50amp. Finally, I took the cover off the box, one of the wires from the breaker to the plug was so loose, I turned it 3 rounds with a screwdriver. After that, and propping the cover on the breaker box open, It did not trip anymore.

My inverters seem to use 15 amps each when charging batteries (in bulk mode), is there a way I could reduce that while plugged in, to be able to run more items?

[Gerald]

It’s just a monitor Dan, sounds like you have alternator, regulator or battery problems.

[Gerald]

I seem to recall there being some reliability issues with these monitors. Vanner does recommend they be installed in a dry location, maybe being installed in the engine bay is/was the issue. Anyway, that doesn’t seem to be your problem as you are describing a real problem not one that I would attribute to the monitor. Given the engine won’t start it would seem that some batteries are low or even bad. If bad, my bet you will find two low on voltage and two closer to okay. If true you either have a bad equalizer or you were placing too much 12V load on it. Vanner’s web site has troubleshooting procedures that are specific to the family of the equalizer you have. If you have a charger for the chassis batteries you can bring them back up to full charge if the batteries are okay.

[Gerald]

Maybe this is what your trying to say, Jon

.

[Gerald]

Goodness, that toilet really deserves to be called a throne.

10 lbs. a week sounds like heaven.

I notice that I can see icons in this browser again. They were not appearing earlier. So I will try again to put up a couple images of the broken check valve.

So then, the biggest concern in choosing a check valve is the temperature rating? Got it. Well, this particular check valve was, as it happens, not near the compressor itself but on the tank. (The compressor is in the steering compartment and this tank is in the storage area behind the front bumper. The big rubber line that I’m replacing goes from the the compressor to the tank.)

Here’s a picture of the tank with the bottom of the check valve still screwed in (the silver ball is sticking out of the top of the valve, just barely visible in this picture). I pulled off the top of this check valve with a wrench. 🙁 That part is hanging off the end of the rubber hose, which is resting on the tank (to the left of the check valve, chunky elbow + other fittings, still attached to the rubber hose). Then too, a pressure regulator (I think) is attached to the other opening on the check valve.

To the best of my knowledge (zippo right now), there was no check valve at the other end of the rubber hose (going into the compressor). I will verify that and make sure there will be from now on. And I’ll be mindful of heat rating for that one. Wow, I would never have guessed that 250 degrees would be considered low! So thanks very much for that info. I’ll look for the old message about custom valves too. I have been reading old messages but hadn’t gotten to that one yet.

I’m learning a lot. For example, that a grand spent in fixing about 10 leaks is getting off cheap. 🙂 Thanks,

Susan

[Gerald]

It looked like a decent, clean and organized place. But it became painfully clear that they were not familiar with buses. A learning experience for me. Now I’m glad that they would not touch the Allison transmission.

[Gerald]

Jon my 05 had a accumulator below the sink behind a velcrowed panel,are you sure that yours does not have one?I do not remember but how much air pressure should the tank have?

[Gerald]

By the way Tom fixed holding tank smell when driving down road cracked vent pipe at roof put new vent on also no smell now with drivers window open all day when driving

[Gerald]

I forgot to mention that — they installed (without us even asking) shelves with a lip so that DVD’s and blu rays can be stored there and fit perfectly. The glass door was left there and it really looks nice.

[Gerald]

Don’t want to misinform anyone anyone about TPMS. I have had two previous experiences on other coachs with TPMS that saved me big $$$$ by warning me of loss of air pressure. Once I was able to remove the bolt from the tire tread and plug the hole and continue the trip home without further interruption and in another case was a ble to limp into a nearby truckstop and overnight while a new tire got delivered. In both cases running with a flat could have been a disaster.

I will continue to run TPMS in the future. A blowout due to zipper or whatever issue is probably not going to give an advance warning thru the TPMS – How could it? A sudden puncture causing air loss is definitely a hazard to be avoided.

The tire fortunately exited the wheel well opening to the street side reminding me of a potato peeler in the Army. It shot right out of the side of the vehicle, I heard the boom and looked in the mirror and it shucked the tire tread right off. There was about a 3″ band of tire left at the bead when it was over. – Lots of steel wire wrapped around the wheel.

Like Gil said it was great no one was hurt!

[Gerald]

I had the great fortune to get some help with my inverter situation and as luck would have, I don’t really have a problem with the inverters themselves.

The root cause is I have two separate inverters wired to one large battery bank.

Xantrex (Trace) does not support this configuration unless the two inverters are interconected in either series or parallel operation.

The behavior I was seeing is Inverter 1 was bulk charging the battery bank and inverter 2 was seeing the charge voltage from inverter 1 as an overcharged battery bank, thus reducing it’s charge to zero and then “inverting” to supply the loads.

The tempory solution is to reduce the charge output of one inverter while a more permanent solution would be to link the two units via a stacking interface cable.

For testing, I set one charger at 15 amps and the other at 1 amp. With these settings, the inverters and chargers performed as they should. I will up the amperage on the “low” unit to 5 amps and see if both inverters remain stable.

Those of you with Vantare conversions may want to verify the operation of your inverters if you have a single battery bank as I do. In my case, I only found this “problem” because we were tripping pedestal breakers once and a while.

If it is of interest, the reason we were tripping breakers is inverter #1 was always the unit that charged the battery. That same inverter also runs 2 A/C units, hot water heater and fridge. So that is 15 amps for the charger, 13 amps for each A/C unit, 14 amps for the water heater and 2 for the fridge for a total of 57 amps. Not too many 50 amp breakers will hold 57 amps.

Going forward, I now have the charging amps on inverter #1 turned down to 5 amps which will force inverter #2 to charge the battery. So now, the max amperage on the leg that feeds inverter #1 will be 47 amps and 43 amps will be used by Inverter #2 assuming I have the other 2 A/C units on and 15 amps of charge going into the battery.

Again, thanks for all your input and ideas.

Paul

[Gerald]

Thank you ,one and all, (esp Mr Brown). I talked with CCI today and for a few (Lew Bucks),$$$ coin of the realm,they dug up listing of wires,locations, and what they do and sent to me The biggie thingie is,I do not have a mother board, as inside forward wall of first bay.I have to dig out my Inverter and access my DC breaker array which will begin tomarrow ,I hope. If I can figer out how to download the files,I have scanned them into my computer and will lovingly oops thats willingly post them here or to anyones Email. 17 pages PDF format. I will let all know, even though,I think I have one of the Oldest coaches on PC, We like it.